Railway electric signaling system.



" No. 898,221. PATENTED SEPT. 8, 1908.

J. HUTOHINSON,

RAILWAY ELECTRIC SIGNALING SYSTEM.

APPLIOATION FILED JAN. 2, 1906. RENEWED MAY 20, 1908.

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PATENTED SEPT. 8, 1908.

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J. HUTCHINSON. RAILWAY ELECTRIC SIGNALING SYSTEM. APPLICATION FILED JAN.2, 1906. RENEWED MAY flu: NORRIS PzrsRs cc., wasnmamn, n. c.

JOB HUTOHINSON, OF NEW YORK, N. Y.

RAILWAY ELECTRIC SIGNALING SYSTEM.

Specification of Letters Patent.

Patented Sept. 8, 1908.

Application filed January 2, 1906, Serial No. 294,224. Renewed May 20,1908. Serial No. 433,937.

citizen of the United States, residing at New York, in the county of NewYork and State of New York, have invented a new and useful RailwayElectric Signaling System, of

which the following is a specification.

My invention relates to electric signaling systems for railways in whicha signal conductor divided into sections extends along the line of way.Each section of the signal conductor preferably constitutes a block ofthe system, and has at least one signal station associated with itlocated at or near the entrance to the block.

The principal objects of my invention are to roduce a system in whichthe possibility of ailure to act is reduced to a minimum, and in whichthe giving of a false safety signal when one car or train too closelyfollows another shall be prevented. These and other objects will morefully appear hereinafter.

In carrying my invention into effect, two signals are preferably locatedat each signal station, one of which signals is termed the danger signaland is usually colored red and the other is termed the caution signalwhich is usually colored green. The arrangement of the signal operatingmechanisms and the circuit controlling devices is such that theindications given correspond with the indications of a three-positionsignal, each of my signals being adapted for two positions. The signalsof three consecutive sections are supposed to be operated as follows:When a section is occupied by a car or train both signals of thatsection, or only the danger signal, are displayed the caution signal ofthe next section in the rear is displayed, and the danger signalcleared; and both danger and caution signals of the second section inthe rear are cleared.

The sectional signal conductor as employed in this system is similar tothat described and claimed in my pending application, Serial Number259,813, filed May 10, 1905, in which it is arranged within a protectingcover for the third rail of an electric railway, but in some aspects ofthe invention this particular construction is not essential.

The invention consists in the novel features of the system aboveoutlined, and hereinafter described and claimed, reference being had tothe accompanying drawings taken in connection with the followingspecification for a more complete understanding thereof.

In the drawings, Figure 1 shows three blocks or sections of my system indiagram; Fig. 2 is an enlarged detail showing the preferred form ofsignal and its operating motor; Figs. 3, 4 and 5 are enlarged detailsshowing the supply conductor and signal conductor with their housings,in cross section, and also showing arrangements of a circuit opener andcloser controlled by the movement of the signal conductor; Fig. 6 is adetail of a spring contact shown in Fig. 5; and Fig. 7 illustrates theemployment of solenoids for operating the sll ignals instead of the formof motor shown in Referring to the drawings, A indicates the track railsof an electric railway, and B the third rail or power conductor. Inproximity to the third rail B, and preferably overlying it, is thesectional signal conductor of which I have shown three sections or, yand z, with which are associated the signal stations X, Y and Zrespectively, which are preferably located at the entrance to thesections. The sectional signal conductor is carried by the cover D ofthe third rail B, as shown diagrammatically in Fig. 1, and in section inFigs. 3, 41 and 5, reference being had for a more complete descriptionof this construction to my prior application above referred to.

In Fig. 1 I have shown the use of semaphores as the signal devices, butit will be understood that any other form of signals may be employed.

The signals at each station are similar and similarly arranged, so thata description of one station apparatus will apply to all.

At station X two signals are mounted upon a pole one above the other asshown, :11 being the danger signal which is usually colored red, andarranged above the caution signal x which is usually colored green. Eachsignal is provided with a spectacle frame :0 for night indication, as iswell understood. Each signal is operated by an electric motor M which,as shown in Fig. 2, consists of field magnets m adapted to be energizedfrom a source of current, and an armature which is not wound and is soarranged and constructed as to bring the semaphore arm into itsdepressed or safety position when the field magnets m are energized. Thesemaphore arm is preferably counterweighted as by the spectacle frame sothat when the motor is denergized the signal will assume the dangerposition, or in other words is biased to dan- 'er. b Instead of theelectric motor having a rotary armature, I may employ any otherelectromotive device such as a solenoid M as shown in Fig. 7, oneadapted to actuate each signal device by the attraction of its core.

Each station is provided with an electroresponsive device E shown as anelectromagnet adapted to actuate a movable element Which carries abridging contact e for the fixed contacts indicated generally by 6 Asecond electro-responsive device E is also provided at each station inthe form of an electromagnet adapted to control a movable element (3carrying bridging contacts 6 e and e. Movable element 6 is so weightedthat when magnet E is deenergized the bridging contact 6 is off of itscooperating contacts; and movable element e is so weighted that whenmagnet E is deener gized bridging contact 6 will engage its fixedcontacts, and bridging contact 6 will engage its fixed contacts, thefixed contacts of bridging contact 6 being open.

Near the entrance to each section and con trolled by the movement of thesignal rail is a movable contact d coo )erating with a fixed contact (1in electrical connection with the third rail B. Normally when no car isentering the section these contacts are in engagement and current mayflow to the first of the series of fixed contacts 6 but upon a carentering this section the cover is lifted by the contact shoe C and thecontacts d, d are opened.

The circuit connections of the above apparatus will now be described inconnection with the operation of the system.

Normally when the sections are unoccupied current flows from the thirdrail B through contacts (Z, (1 conductor 1, fixed contacts a andbridging contact e conductor 2,-magnet E which retains its movableelement 6 in the operative position, conductor 3, and return byconductor 4 to ground or return conductor which may be the track. Thiscircuit divides at fixed contacts 6 a branch flowing through conductor 5through the motor M of the caution signal 21: (or f, .2 as the case maybe) to conductor 4; and still another branch flowing through conductor6, through motor M of the danger signal :6 (or y, 2 as the case may be),and so to conductor 4. This energizes the motors of both signals at eachstation to maintain the sig nals in the safety position, illustrated atstation Z. Suppose now a car to be entering section and moving in thedirection of right to left as indicated by the arrow. Contact shoe Celectrically connects section at of the signal conductor and the supplyconductor or third rail B, at the same time slightly lifting the coverand separating contacts d, d. The separation of these latter contacts deenergizes magnet E which permits its movable element a to drop back andopen the circuits of both the motors M of signal devices 91: and r ofstation X, these signals then assuming by gravity the horizontal ordisplayed position. The bridging of the section 00 and supply conductorB by shoe 0 closes the circuit of magnet E through conductor 7 a andconductor 4, thereby bringing bridging contact a into engagement withits cooperating fixed contacts and energizing the following circuit:conductor 7, contact 6 conductor 8, conductor 9 at station Y, bridgingcontact 6 to conductor 6 where the current divides, a part going throughconductor 6, motor of danger signal y and return to ground byconductorkl. This clears danger signal if which had previously beendisplayed when the car or train occupied section 1 and caution signal 1still remains displayed. The other branch of the circuit continues fromconductor 6 through conductors 10 and 11 to station Z, bridging contact6 at'said station, conductor 12, magnet E, and return to ground byconductors 3 and 4 at station Z. This energizes magnet E at station Z,this station being now considered as the second station in the rear,movable element a is attracted (it being remembered that this magnet Ewas denergized when the car was passing over section 2 and up to thistime remained so), thereby closing the circuit through conductor 1 atstation Z and magnet E, and motors of signals 2 Z2 in parallel. Thesignals 2 .2 are thus again brought to and maintained in their safetypositions. The positions of the signals at the three stations, and alsoof the movable elements of the electromagnetic responsive devices, aretherefore as shown in Fig. 1 of the drawings.

Now suppose a second car or train to be following the first, and toenter section 2 while the train ahead occupies section 00 (the secondsection in advance). The second car or train therefore opens contacts(1, d at section Z, thereby displaying both signals 2 2 and opening thelocal circuit of magnet E. At the same time magnet E at station Z isenergized, which clears the danger signal of the preceding section justvacated by the second car, in the manner hereinbefore described. It alsoopens the circuit from the second section in advance of magnet E atstation Z by the movement of bridging contact 6, thereby preventing anyfurther energization of magnet E from the second section in advance whenthe second car or train has passed sufliciently far along on section 2to permit the contacts (2, d of that section to close again, therebypreventing the giving of a false safety signal at section Z. It willthus be seen that the entrance of the following car or train, underconsideration, upon the second section in the rear of the first caroperates to permit both of the signals of said second section in therear to be displayed, and prevents said signals from being operated tosafety position which would otherwise occur owing to the presence of thefirst car upon the second section in advance. Suppose now that owing'toaccident or other cause of delay, the car or train in advance stilloccupies section 00 when the following car or train enters section y.The entrance of the following car or train upon section y, which may beconsidered as the first section in the rear (of the car in advance),displays the danger signal at station Y and operates the signals of thetwo preceding sectionsin the usual manner. The caution signal 2 atstation Z therefore remains displayed and can not be cleared fromsection 03 because the following car or train on section y has openedthe clearing circuit 00, conductors 7, 8, 9, 10, 11, 12, 3 and 4' atbridging contact 6 of station Y. There is therefore no possibility of afalse clear or safety signal.

Referring now to Figs. 3 and 4, it will be seen that movable contact (1is mounted upon cover D but insulated from the sectional signalconductor, indicated by x. The lower contact (1 is in electricalconnection with the supply conductor or third rail B. Fig. 4 shows thecontacts separated by the car shoe C. Figs. 5 and 6 show a modificationof these contacts so arranged as to be protected by the cover D. Herethe upper contact is shown as a spring adapted to engage the lowercontact with a yielding pressure.

It will be understood that in the instalment of my system I contemplatethe proper proportioning of the resistance of the various circuits andtheir branches, so as to obtain the desired amount of current flowthrough the various electromagnetic devices. This may of course be doneby winding the various magnets and motors themselves to the properresistance, or by the insertion of suitable resistances whereverrequired. It will also be understood that any well-known devices are tobe employed to prevent arcing at the various separable contacts, andalso to prevent sticking of the magnet armatures.

While I have described as illustrative of my invention a particularcombination of apparatus and circuits by which it may be carried intoeffect, I wish it understood that various changes may be made withoutdeparting from the spirit of the invention, and these I aim to cover inthe appended claims.

Having thus described my invention what I claim as new and desire tosecure by Letters Patent of the United States is 1. In a railwayelectric signaling system, the combination with a sectional signal conductor and a signal device for each section of said signal conductor. ofa connection for energizing said signal device from its section, meansenergizable from a given section and from the second section in advancefor controlling said connection and means controlled by the entrance ofa car upon said given section for deenergizing said controlling means.

2. In a railway electric signaling system, the combination with asectional signal conductor and a signal device for each section of saidsignal conductor, of a connection for en ergizing said signal devicefrom its section, means energizable from a given section and from thesecond section in advance for con trolling said connection, meanscontrolled by the entrance of a car upon said given section fordenergizing said local connection, and means for preventing theenergization of said controlling means from said second section inadvance.

3. In a railway electric signaling system, the combination with asectional signal conductor and a signal station for each section of saidsignal conductor provided with a signal device, means controlled from agiven section for normally maintaining its signals at safety, said meansbeing also controllable from the second section in advance, and meanscontrolled by the entrance of a car upon said given section to preventthe operation of said signal device from the second sec tion in advance.

4. In a railway electric signaling system, the combination with asectional signal con ductor and a signal station for each section ofsaid signal conductor provided with two signal devices having a bias todanger, electromotive means energized from a given section for operatingthe signals of that section to safety, an electro-responsive deviceenergizable from said section and the second section in advance forcontrolling said electromotive means, and a second electro-responsivedevice for controlling one of said signals and disabling the connectionof said first electro-responsive device with said second section inadvance.

5. In a railway electric signaling system, the combination with asectional signal con ductor and a signal station for each section ofsaid signal conductor provided with two signal devices, means forcontrolling one of the signal devices of a given station from the neXtsection in advance, means for controlling the other of said signaldevices of the given station from the second section in advance, andmeans controlled from the section of the given station for taking awaythe control from said second section in advance.

6. In a railway electric signaling system, the combination with a supplyconductor and a sectional signal conductor, of a signal station for eachsection of said signal conductor provided with two signal devices biasedto danger, means for controlling one of said signal devices from thenext section in advance,

said signal conductor provided with signal mechanism biasedto danger,circuit connections between said stations, means at each station formaintaining the signal mechanism of that station at safety, meanscontrolled from the next section in advance for causing the signalmechanism of the given station to indicate caution, means controlledfrom the second section in advance for setting said signal mechanism atsafety, and means controlled by the movement of said signal conductorwhen a car enters the given section to disable said control from thesecond section in advance.

8. In a railway electric signaling system, the combination with a supplyconductor extending along the way, and a sectional signal conductormovably mounted in proximity thereto, of a signal station for eachsection of said signal conductor provided with signal mechanism biasedto danger, circuit connections between said stations, means normallyacting in a given section to maintain the signal mechanism of thatsection at safety, means controlled by the movement of said signalconductor when a car enters the given section to permit the signalmechanism to go to danger, and means to prevent the operation of saidmaintaining means when a car or train enters the second section inadvance.

9. In a railway electric signaling system, the combination with a supplyconductor extending along the way and a sectional signal conductor, of asignal station for each section of said signal conductor provided withsignal mechanism biased to danger, circuit connections between saidstations, a connection from said supply conductor to the signalmechanism of each station to maintain said signal mechanism at safety,means controlled from the second section in advance for com pleting saidconnection, caractuated contacts adapted to open said connection, andmeans for disabling said control from the second section in advance.

10. In a railway electric signaling system, the combination with a thirdrail supply conductor extending along the way and provided with amovably mounted cover, of a sectional signal conductor carried by saidcover and adapted to be engaged by a car carried contact, a signalstation for each section of said signal conductor provided with signalmechanism, a connection from said supply conductor to the signalmechanism of each station, and a contact carried by said cover butinsulated from said signal conductor and adapted to open saidconnection.

11. In a railway electric signaling system, the combination with asupply conductor extending along the way and a sectional signalconductor, of a signal station for each section of said signal conductorprovided with signal mechanism biased to danger, circuit connectionsbetween said stations, a connection from said supply conductor to thesignal mechanism of each station to maintain said signal mechanism atsafety, a movably mounted cover for said supply conductor upon whichsaid signal conductor is mounted, and a contact carried by said coverbut insulated from said signal conductor and adapted to open saidconnection.

12. In a railway electric signaling system, the combination of aplurality of signal stations, each comprising an electro-responsivesignal, contacts in circuit with said signal, an

electro-responsive device adapted to close said contacts, contacts andconductors adapted to maintain the circuit of said electro-responsivedevice after it has been closed, and contacts'controlling the initialclosure of the circuit of the corresponding electro-responsive device atthe second station in the rear.

13. In a railway electric signaling system, the combination of aplurality of signal stations, each comprising an electro-responsivesignal, contacts in circuit with said signal, an electro-responsivedevice adapted to close said contacts, but biased to open them,-contactsand conductors adapted to maintain the circuit of saidelectro-responsive device after it has been closed, and contactscontrolling the initial closure of the circuit of the correspondingelectro-responsive device at the second station in the rear.

14. In a railway electric signaling system, the combination of aplurality of signal stations, eachcomprising an electro-responsivesignal, contacts in circuit with said signal, an electro-responsivedevice adapted to close said contacts, contacts and conductors adaptedto maintain the circuit of said electro-responsive device after it hasbeen closed, contacts controlling the initial closure of the circuit ofthe corresponding electro-responsive device at the second station in therear and a second electro-responsive device controlling the lastmentioned contacts.

15. In a railway electric signaling system, the combination of aplurality of signal stations, each comprising an electro-responsivesignal, contacts in circuit with said signal, an electro-responsivedevice adapted to close said contacts, contacts and conductors adaptedto maintain the circuit of said electro-responsive device after it hasbeen closed, contacts controlling the initial closure of the circuit ofthe corresponding electro-responsive device at the second station in therear and a second electro-responsive device adapted to close the lastmentioned contacts but biased to open them.

16. In a railway electric signaling system, the combination of aplurality of signal stations, each comprising an electro-responsivesignal, contacts in circuit with said signal, an electro-responsivedevice adapted to close said contacts when energized but biased to openthem, contacts and conductors adapted to maintain the circuit of saidelectro-responsive device after it has been closed, contacts controllingthe initial closure of the circuit of the correspondingelectro-responsive device at the second station in the rear, and meanswhereby the first mentioned electro-responsive device is denergized uponthe entrance of a car into its corresponding section.

17. In a railway electric signaling system, the combination of aplurality of signal stations, each comprising an electro-responsivesignal, contacts in circuit with said signal, an electro-responsivedevice adapted to close said contacts, contacts and conductors adaptedto maintain the circuit of said electro-responsive device after it hasbeen closed, contacts controlling the initial closure of the circuit ofthe corresponding electro-respon sive device at the second station inthe rear, a second electro-responsive device adapted to close the lastmentioned contacts when energized but biased to open them and meanswhereby the said second electro-responsive device is energized upon theentry of a car into its corresponding section.

18. In a railway signaling system, the combination of a plurality ofsignal stations, each comprising an electro-responsive signal, contactsin circuit with said signal, an electro-responsive device adapted whenenergized to close said contacts but normally biased to open them,contacts and conductors adapted to maintain the circuit of saidelectro-responsive device after it has been closed, contacts controllingthe initial closure of the circuit of the correspondingelectro-responsive device at the second station in the rear, a secondelectro responsive device adapted when energized to close the lastmentioned contacts but biased to open them, and means whereby the firstmentioned electro-responsive device is deenergized and means whereby thesaid second electro-responsive device is energized upon the entry of acar into the section corresponding to the station.

19. In a railway electric signaling system, the combination of aplurality of signal stations, each comprising an electro-responsivesignal, contacts in circuit with said signal, an electro-responsivedevice controlling said contacts, contacts controlling theelectro-responsive device, corresponding to the aforeelectro-responsivedevice controlling said contacts, contacts controlling theelectro-responsive device, corresponding to the aforesaidelectro-responsive device, at the next station in the rear, and contactscontrolling the analogous electro-responsive device at the' secondstation in the rear, a second electro-responsive device controlling thecontacts aforesaid which control the said electroresponsive devices atthe rear, the circuit of the first mentioned electro-responsive deviceat each station being closed through the two stations in advance of itwhen the said second electro-responsive devices at those stations arethe one energized and the other deenergized.

21. In a railway electric signaling system, the combination of aplurality of signal stations, each comprising an electro-responsivesignal, contacts in circuit with said signal, an electro -responsivedevice controlling said contacts, contacts controlling theelectro-responsive device, corresponding to the aforesaidelectro-responsive device, at the next station in the rear, and contactscontrolling the analogous electro-responsive device at the secondstation in the rear, a second electro-responsive device controlling thecontacts aforesaid which control the said electro-responsive devices atthe rear, the circuit of the first mentioned electro-responsive deviceat each station being closed through the two stations in advance of itwhen the said second electro-responsive device at the first station inadvance is denergized and the said second electro-responsive device atthe second station in advance is energized.

22. In a railway electric signaling system, the combination of aplurality of signal stations, each comprising an electro-responsivesignal, contacts in circuit with said signal, an electro-responsivedevice controlling said contacts, contacts controlling the circuit ofthe said electro-responsive device at their own station through stationsin advance, contacts controlling the circuit of the aforesaidelectro-responsive device at the first station in the rear, contactscontrolling the circuit of the aforesaid electro-responsive device atthe second station in the rear, and a second electro-responsive devicecontrolling the aforesaid contacts which control the first mentionedelectro-responsive devices at the different stations.

23. In a railway electric signaling system, the combination of aplurality of signal stations, each comprising an electro-responsivesignal, contacts in circuit with said signal, an-

.given station being closed through stations in advance when the givenstation and the first station in advance on the one hand and the secondstation in advance on the other have their said secondelectro-responsive devices the one energized and the other deenergized.

24. In a railway electric signaling system, the combination of aplurality of signal stations, each comprising an electro-responsivesignal, contacts in circuit with said signal, an electro-responsivedevice controlling said contacts, contacts controlling the circuit ofthe said electro-responsive device at their own station through stationsin advance, contacts controlling the circuit of the aforesaidelectro-responsive device at the first station in the rear, contactscontrolling the circuit of the aforesaid electro-responsive de vice atthe second station in the rear, and a second electro-responsive devicecontrolling the aforesaid contacts which control the first mentionedelectro-responsive devices at the different stations, the circuit of thefirst mentioned electro-responsive device at a given station beingclosed through stations in advance when the said secondelectro-responsive devices at the given station and the first station inadvance are deenergized and the said second electroresponsive device atthe second station in advance is energized.

25. At a station in a system of electric railway signaling, thecombination with a plurality of electro-responsive signals, contactscontrolling said si nals, an electro-responsive device controlling saidcontacts, other contacts controlling one of said signals, contactscontrolling the aforesaid electro-responsive device through a circuitextending through stations in advance and a second electro-responsivedevice controlling the last two mentioned sets of contacts.

26. At a station in a system of electric railway signaling, thecombination with an electro-responsive signal, of contacts controllingsaid signal, an electro-responsive device controlling said contacts,contacts controlling the circuit of said electro-responsive devicethrough stations in advance, a second electro-responsive devicecontrolling the last mentioned contacts, means whereby the firstmentioned electro-responsive device is operated to open the contactswhich it controls and means whereby the said second electro-responsivedevice is operated to open the aforesaid contacts which it controls,upon the entry of a car into the section corresponding to the station;

27. At a station in a system of electric railway signaling, thecombination with an elec tro-responsive signal, of contacts controllingsaid signal, an electro responsive device adapted to close said contactsbut biased to open them, contacts controlling the circuit of saidelectro-responsive device through stations in advance, a secondelectro-responsive device biased to close the last mentioned contactsbut adapted to open the same, means operated by the entrance of a carinto the section corresponding to the station for deenergizing the firstmentioned electro-responsive device, and means set into opera tion bythe presence of a car within the section for energizing the said secondelectroresponsive device.

28. At a station in a system of electric railway signaling, thecombination with an electro-responsive signal, of contacts controllingsaid signal, an electro-responsive device controlling said contacts,contacts controlling the circuit of said electro-responsive devicethrough stations in advance, contacts controlling the circuit of saidsignal through a station in advance and a second electro-responsivedevice adapted to control the two last aforesaid contacts and to closethem simultaneously.

29. At a station in a system of electric railway signaling, thecombination with an electro-responsive signal, of contacts controllingsaid signal, an electro-responsive device controlling said contacts,contacts controlling the circuit of said electro-responsive devicethrough stations in advance, contacts controlling the circuit of anelectro-responsive device analogous to the aforesaid electroresponsivedevice at a station to the rear, and a second electro-responsive devicecontrolling the last two aforesaid contacts and adapted to close themdissimultaneously.

30. At a station in a system of electric railway slgnaling, thecombination with an electro-responsive signal, of contacts controllingsaid signal, an electro-responsive device controlling said contacts,contacts controlling the circuit of said electro-responsive devicethrough stations in advance, contacts controlling the circuit of saidsignal through a station in advance, contacts controlling the clrcuit ofan electroresponsive device analogous to the aforesaid at a station inthe rear, and a second electro-responsive device controlling the threelast said contacts, the signal controlling contact and the contactscontrolling the first mentioned electro-responsive device being adaptedto be simultaneously closed with relation to each other anddissimultaneously closed with relation to the contacts controlling theelectro-responsive device at the station at the rear.

31. At a station in a system of electric railway signaling, thecombination with a plurality of electro-responsive signals, of contactscontrolling said signals, an electro-responsive device adapted to closesaid contacts but biased to open them, contacts controlling the circuitof said electroresponsive device through stations in advance, contactscontrolling the circuit of one of said signals through a station inadvance, contacts controlling the circuit of an electro-responsivedevice analogous to the aforesaid at a station at the rear, a secondelectro-responsive device controlling the three last said contacts, saidsecond electro-responsive device being biased to simultaneously closethe said contacts in the signal circuit and the said contacts in thecircuit of the first mentioned electro-responsive device and to open thesaid contacts in the circuit of the said electro-responsive device atthe station at the rear, means whereby the entrance of a car into asection corresponding to the station denergizes the first mentionedelectro-responsive device and means whereby the entrance of the car intothe section energizes the said second electro-responsive device.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

JOB HUTCHINSON.

Witnesses:

Jos. M. MALAMENT, M. BERLER.

